Traction-engine



(No Model.)A 2 Sheets-Sheet 1.

P P LANDIS TRAGTION ENGINE.

Patented Mar. 16

naatsow inve/71251 N. PUERS PhmLnMmpher. washington. D, C.

2 Sheets-Sheet 2. F. P. LANDIS. TRAGTION ENGINE.

Patented Mar. 16, 1886.

(No Model.)

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NiTan STATES ATENT @Fr-frcs.

FRANK F. LANDIS, OF VAYNESBOROUGH, PENNSYLVANIA.

TRACTlON-ENGINE.

SPlECl-ICATION formmg part of Letters Patent No. 337,841, dated March 16, 1886.

V Application filed January 1S, 18:'6. Serial No. 188,804. (Noniodel.)

.To all whom t may concern;

Beit known that l, FRANK F. LANDIs, a citizen of the United States. residing at VVaynesborough, in the county of Franklin and State of Pennsylvania, have invented certain new and useful Improvements in Traction-Engines, of which the following is aspecication, reference being had therein to the accompanying drawings.

My invention relates to the frame of the engine and the connections or fastenings uniting it to the boiler; and the objects of my'invention are to combine and arrange the parts so as to retain them in their proper relative position without strains caused by unequal eX- pansion and contraction, or by thejars and concussion to which traction-engines are subjected while upon rough roads.

In the accompanying drawings, Figure l is aside view of a portion of the traction-engine frame adjacent to the traction-wheels, showing the rear portion of the boiler in dotted lines, and also the frame of the engine proper. Fig. 2 is a rear view of the tractionengine. Fig. 3 is a top view of the same, showing the connections of the boiler with a transverse connecting-rod of the frame in the rear thereof. Fig. 4 is a top view showing the connections of the boiler with the lower connecting-rod of the frame. Fig. 5 represents, partly in elevation and partly in section, a sleeve-inclosed bolt used to connect the housing of the frame to the boiler. Fig. 6 is a transverse vertical section, on a large scale, of one of the boiler-suspension bolts and its connections to the boiler and supportingframe. Fig. 7 is aside view ot' a moditied portion of the housing carrying the boilersuspension bolts. Fig. 8 is a transverse vertical section through one of the brackets, connecting the forward end of the traction-engine frame to the boiler.

Ihave shown the invention as applied to one class of traction-engines, often called road locomotives,77 and mounted upon springs; but I do not wish to be restricted to them, as it is also applicable to simpler machines used for farm-Work.

In the drawings, A represents the rear part of a boiler of the forni commonly used in locomotives; and B in Figs. l and 2 represents in dotted outline a double engine, fully shown and described in a companion application. Portions of the traction-engine sills are shown at D, on each side of the fire-box. Each sill is formed of two flat bars or rails retained at a short distance apart by parting-blocks and bolted or riveted together. The forward end ofthe sills is usually fastened to the front corners ofthe fire-box by a suitable bracket, D', the middle portion of which forms the separating-block between the rails of the sill. The rear side of each bracket is recessed to receive the heads of the connecting-bolts d", and its top and bottoni are perforated to receive the bolts or rivets d5, by which it is rigidly attached to the boiler. Near the middle ofthe length of the sills D, and between them, arey bolted the housings C. rihey form in Fig. l the guides for the bearings C2, from which are suspended the spring-stirrups C.

ln Fig. 7the springs are dispensed with, and an ordinary clamp-bearing is shown to receive the axle. The housings C forni the connections between the sills D and the rear end of the engine-frame B. Near the upper end of each housing,and at the rear thereof, it is surfaced and grooved to receive the bearings E for the counter-shaft of the engine, and integral withsaid bearings is a cast bar, El, that orn'is a rigid connection between them and between the upper ends of the housings independently of the engine fraine or the boiler.

Under the axle A2, and between the sills D there is a fiat bar, D, having its ends fastened to said sills, as shown in top lView in Fig. 4; but in some class of engines I connect the sills by means of a-bolt passing through a sleeve corresponding in length with the distance between said sills. To the front of the connecting-bar D't is centrally secured a casting, e, vertically grooved at e', and to the rear face of the boiler there is attached a casting, e2, having a corresponding tongue, e3, which fits against the sides ofthe groove e', but does not extend quite to the bottom of said groove, to allow space for the expansion of the boiler. A similarly vertically-grooved plate, e, is attached to the rear of the boiler opposite the horizontal -bar E2, that unites shaft-bearings E', and said bar has a tongue, e, to similarly enter the vertical groove in said upper plate,e.

To connect the upper end of the housings IOO C to the boiler, a bolt, E, is. used on each side of the boiler. The rear end of said bolt E passes through the housing and preferably also through the shaft-bearings E and its capplate, and carries a nut and jam-nut at its extreme end. The front end of each bolt E passes through brackets F, secured to the sides of the boiler, preferably in the same vertical plane that passes through the middle of the length of the cylinders Bl of the engine, so that the ball-joint of' the cylinder-carrying steam-dome (described in a companion application) being in the same transverse vertical plane there will be a corresponding expansion of the connecting-bolt E and of the engineframe, and consequently no strain upon these parts, and as the engine-frame is connected to the boiler at the front end only there will be no change in the relative position of the gearing shown in dotted lines at B.

-The back end of the boiler is carried by strong links H--one on each side-which are connected to the side of the boiler at or near the lower edge of the fire-box by means of brackets G. In order to obviate the little side-draft caused by the links being an inch or two from the sides ofthe boiler, the brackets G are united by means of a link or brace, g, passing under the iire-boX. The lower end of each link H receives a bolt, d, that passes through the bracket G, while the upper end receives a bolt, c, that also passes through the lower end of the housings, but may pass direct through the sills.

The bottom of the engine-frameA B is not rigidly bolted to the top ofthe housings, but the parts are held together at the joints D2 by clamping-strips d. frame have iianges d3 on two sides, between which the top of the housings and the strips d2 iit loosely enough to allow said feet to slide thereon in the direction of the axis of the bolts E, and therefore all the pulling strains (produced by the gearing when in motion) are taken by the bolts E, and as the latter are secured to the sides of the boiler by the brackets F and nuts upon the bolts the engine-bed B is 'not in any way strained by the expansion of the boiler.l Therefore, the engine-bed has only 'to resist the shocks between the crank-shaft bearings and the heads of the cylinder,-as in all other engines.

Although thebolts E are ilnportant, they may be dispensed with by making the enginebed much heavier and stronger than with the above-described construction, and with said heavy bed all the strain on the top of the machine would have to `be resisted by the steam-jointunder the steam-dome.

YThe engine-frame has one bearing at the cylinders end, while at the rear end it has two bearingsone upon each of the housingsand thus it'has a three-footed base, and consequently a'solid and easily-fitted bearing.

The .feet of the engine- Having now fully described my invention, I claim- 1'. In combination with a boiler, the engineframe rigidly secured to said boiler at its front end and movably secured to the housings or supporting-frame, substantial] y as and vfor the purpose described.

2. The combination of a traction-engine boiler, the engine-frame rigidly secured to said boiler at its front end and movably se-A cured to the housings or supporting-frame at its rear end,with bolts or rods secured at their front end to the boiler in a plane -passing transversely across the boiler and at their rear end to the housings or supporting-frame of the traction-engine, substantially as and for the purpose described.

3. The combination of a traction-engine boiler, its housings, and sills D with brackets l D', secured to the front end of the fire-box, and links H, having their lower end secured to the rear end of the fire-box and their upper end to the frame-work, substantially as described.

4. The combination of a traction-enginel boiler, its supporting-frame, housings, and horizontal bar E2, connecting said housings with the interlocking plates eand e2, secured to the rear end of the boiler and to said horizontal bar, substantially as and for the purpose described.

5. An engine-frame rigidly secured at its cylinders end to the top of a boiler,with itsl opposite or crank-shaft end movably secured to the housings or supporting-frame of the boiler and Vmachinery of a traction-engine, substantially as and for the purpose set forth.

6. In a traction-engine, the rear end of boiler supported by links H, pivotal] y attached at their upper ends to the supporting-frame, substantially as and for the purpose set forth.

7. The combination of a traction-engine boiler, the supporting-links H, and brackets G G,with a connectingor distance bar, g, substantially as and for the purpose set forth.

8. yThe combination of a traction-engineboiler, the transverse braces- D2 E, and the interlocked, tongued, or grooved plates, as e ICO e2, substantially as and for the purposeset forth. v v

-9. The combination of a traction or portable en gine-boiler, its engine-bedhaving three bearing-points, a single rigid bearing to the'.

boiler at the cylinders. end, and two sliding bearings at the opposite end, and connectedlto f FRANK F. LANDIs.

- Witnesses:

J No. B. RUssELL, ALF. N. RUssELL., 

